Priming device for internal-combustion engines.



H. KOCOUREK. Pmmms DEVICE FOR INTERNAL comausnou ENGINES.

APPLICATION FILED FEB. 2|. 191B.

Patented Feb. 11, 1919.

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UNITED STATES PATENT OFFICE.

HENRY KOCOUBEK, OF CI EIIIGAGO, ILLINOIS.

PBIMING DEVICE FOR INTERNAL-COMBUSTION ENGINES.

Application filed February 21, 1918.

To all whom it may concern:

Be it known that I, HENRY Koconnnk, a citizen of the United States, residing at Chicago, in the county of Cook and the State of Illinois, have invented certain new and useful Improvements in Priming Devices for Internal-Combustion Engines, of which the following is a specification, reference being had to the accompanying drawings, forming a part thereof.

The purpose of this invention is to provide an improved device for priming an internal combustion engine. It consists in the elements and features of construction shown and described, as indicated in the claims.

In the drawings:

Figure 1 is a diagrammatic view showing in side elevation a device embodying this invention connected to the intake manifold of an engine.

Fig. 2 is a section at the line, 22 through a fitting which eflects the connection with the manifold, the same being shown upon a lar er scale than Fig. 1.

ig. 3 is a vertical section axial with respect to the receptacle for the priming liquid and the pressure-producing device for discharging the liquid to the manifold.

Fig. 4 is a detail section at the line, 44, on Fig. 3.

Fig. 5 is a detail side elevation of the valve which controls the supply to the priming receptacle.

The device embodying this invention is shown in conventional relation to the intake manifold of an engine and the dashboard of an automobile to which the engine pertains. A represents a receptacle for priming liquid; B is a device for producing pressure upon the liquid in the receptacle, said device being in the nature of an air pump; a fitting, C, connects the top of the receptacle With the air pump, B, said fitting having a duct, 0, which leads from the chamber of the air pump to the receptacle, and a duct, 0 leading from the inner end of the fitting at the top of the receptacle alongside the duct, 0, having an extension pipe, 0, at the inner end extending down in the receptacle and open at the lower end near the bottom of the receptacle, said duct, c ,'being connected at its outer end to a pipe, C", which leads to the engine intake manifold, E. The pumping device, B, is mounted upon the dash-board and has within it a piston, B whose stem, B extends out through the Specification of Letters Patent.

Patented Feb. 11, 1919.

Serial No. 218,431.

upper end of the pump chamber and is exteriorly provided with a cap handle, 13, and around which stem there is coiled a spring, B, reacting between the upper end of the pump body, B, and said cap handle for retracting the piston after its inthrust. The stem, B is axially hollow and extends through the piston to the inner side thereof, and has a lateral aperture, 6 to admit air to the cylinder beyond the piston. A flat valve, 13, loosely retained in a groove, 6 in the head of the piston, operates to seat over the open end of the tubular stem and close the air passage upon the inthrust of the piston, and open upon the withdrawal of the piston to admit air. The operation of this device is readily understood to be that upon the receptacle, A, being filled or occupied to some extent with a priming liquid, as gasolene, pressure upon the cap handle of the piston stem forcing the piston inward will apply pressure to the liquid in the receptacle and force the same up through the tube, 0 and duct, 0 and through the pipe, C toward the intake manifold. The fitting, F, for connecting the pipe, G with the manifold is a threeway fitting, having its three ways meeting in a common junction point, the first way, 7, being in the stem of the T, said stem being adapted for connection with the pipe, Ci the second way, f being in one end of the cross of the T, and adapted for connection with a manifold, and being in line with a third way, P, which is in the other end of the cross of the T, and is open to the atmosphere. The stem of the T comprises two parts for convenience of forming in the outer part, F :1. seat at f, for a valve, F opening inwardly and seating outwardly, and provided with a spring, F coiled around its stem for seating it. The third way, f, has a seat at f, for a ball valve, F seating outwardly and opening inwardly, and provided with a coiled spring, F, which operates to seat it. This spring, F, extends in the way, f", and in the alined way, f past the junction of the three ways, and is stopped at its end remote from the valve by a plug, F, which is screwed into the end of the second way, f, and which beside serving the function of stopping said spring, F, constitutes a restricted discharge from said second way, f into the mamfold, the ping having a very small aperture, for such discharge. In the intake mouth of the first way, P, in the stem of the T there is provided a screen chamber for the liquid anterior to the valve seat in said way, said screen chamber being formed by two fine woven wire disks, G, G, between which the space is filled with fibrous material, G Similarly in the intake mouth of the third way, f anterior to the valve seat, f, in said third way, there is a screen chamber at It in which there is secured a screen, H, through which the air entering said way must pass, thereby preventing the drawing in of dust which might block the valve passages. As a further expedient for preventing foreign matter passing into this way, this end of the cross of the T-fitting is provided with a spun cap, J, which is expanded at the top and apertured as seen at 3' in the shoulder formed by the expansion, and the end of the fitting is provided with notches, 3', so that when the cap is pressed on against the end, free entrance of air is provided to the sealed apertures of the shoulder of the cap and through the notches. An important feature of this fitting for the purpose for which it is provided consists in that the spring, F, which seats the air inlet valve, F", is adapted to yield to less pressure than the spring, F which seats the valve, F at the liquid inlet. The operation of the device in view of this difference in the resistance of the two springs is as follows: lVhen the engine is to be primed, the operator presses the pump handle producing pressure upon the priming liquid in the receptacle, A, causing the priming liquid to be discharged in through the first way of the three-way fitting past the valve, F and out through the second way through the reduced discharge aperture, f, and injects a fine needle-like jet into the manifold. The pressure which forces this discharge seats the ball valve, F preventing the possibility of discharge through the air inlet afforded by the Way, f, of the fitting. In the operation of the engine producing partial vacuum in the manifold, tending to suck the fluid in through the fitting, F, the fact that the spring, F, controlling the air valve, F, yields more readily than the spring, F which controls the fuel inlet valve, F causes the suction to produce inflow and jet of air only, coming in past the valve, F through the third way, and discharging through the reduced aperture, f", at the end of the second way. Upon the starting of the engine without the manual operation of the primer, the partial vacuum arising in the manifold producing suction as described, will draw in and cause to be discharged in a jet through the reduced aperture, f, at the end of the second way, the small amount of liquid fuel that will be occupying the space in the second Way and extending back to the two. valves in the .and an effective mode of operating the device for priming will usually be for the operator to depress the pump plunger sufliciently only to force enough fuel through the pipe, C, to fill said space in the fitting;

and then when the engine starts, the partial vacuum resulting in the manifold will draw in the aspirated charge of liquid fuel as above described. It is contemplated, however, that it will frequently be desirable to furnish a larger quantity of liquid fuel for priming, and to furnish the same without depending upon the stroke of the engine to draw it in, and for that purpose the operator will depress the pump plunger fully, and in some instances will repeat the action to furnish the quantity adequate for properly enriching the explosive mixture to meet the conditions of a cold engine.

In order that the pumping device, B, may be capable of producing proper pressure in the priming receptacle, A, by a single stroke of the plunger of said pumping device, even when the said receptacle is nearly empty of liquid, so that there is a relatively large volume of air to be compressed to produce the necessary discharging pressure, it is necessary that the capacity of the pumping device shall be approximately equal to or a large fraction of the capacity of said receptacle; and in order that this may not result in acquiring a pumping device of inconveniently large size, it is desirable that the receptacle should be as small as possible; and in order that it may be small, it becomes necessary that it should be frequently filled; and in order that it may be frequently filled with convenience, it is desirable to provide for filling it by merely opening a connection between it and a source of supply with the float chamber of the carbureter or a reservoir which supplies that float chamber. For this purpose in the structure shown, the priming receptacle, A, is located at a position lower than the float chamber of the carburetor so that it may be filled by gravity from that chamber, and is connected with the conduit which supplies the fioat chamber so that it may be filled either from the float chamber or through said conduit from the reservoir whlch supplies the float chamber. L is a reservoir supplying the float chamber by gravity, being in the familiar form of a vacuum fuel feed service tank which is itself supplied from a main low level reservoir not shown, through a supply pipe, M M is a pipe leading from this tank or service reservoir to the float chamber of the carbureter. N is a fitting by which the supply connection of said conduit, M is made to the carbureter. This fitting which is adapted to be screwed into the bottom of the carbureter body in the usual manner has a two-duct arm having a duct, of, which leads in from the passage, N, to which the pipe, M is connected, and thence up into the stem of the fitting to the seat, n, of the valve, 0, by which inflow to the float chamber is controlled by the float therein in the usual manner. The duct, 1?, extends alongside the duct, n, in the stem of the fitting, and opens into the carbureter at a position alongside the duct, 72 when it is not controlled by the valve, 0. The opposite end of the cross of the T-fitting from that to which the pipe, M is connected, has a duct, n alined with the portion of the duct, N in the other end of said cross, andmeeting the duct, n so as to make with it a continuous lead from the right hand end of the cross of the T-fitting up to the stem into the float chamber. At the meeting of the ducts, n and n, there is positioned a three-way plug valve, P, which at one position has its through-and-through port, P alined with the horizontal portion of the duct, N and its port, 79 alined with the duct, n so that at this position the pipe, Q, which is connected from the right-hand end of the fitting to the priming chamber is in communication both with the float chamber and with the pipe, M which supplies it, and therefore with the service reservoir, L, from which it is supplied. At a position 45 around in either direction from the position described, the plug valve, P, closes all the ports which it controls and shuts off the receptacle, A, from both sources mentioned from which it may be supplied. The plug, P, is provided with a coiled spring, S, connected to its outer end, and to the body of the fitting, reacting to hold the valve at the 45-degree closed position mentioned, where a proper shoulder, 32, is provided for stopping the plug. The

plug is provided with a cross stem or handle, P, from which an operating rod, P extends to a guide-way alongside the pump, B, where it is provided with a hook-handle, P, so that the operator pulling said hook handle can open the plug valve for permitting the receptacle, A, to be filled from either the float chamber or from the service reservoir, L, through the pipe, M Upon re leasing the handle, the spring, S, will close the plug valve, cutting off the priming receptacle entirely both from the float chamber and from the service reservoir, so that in the ordinary operation of priming, no reaction takes place in the direction of the float chamber.

I claim 1. In combination with an internal combustion engine, a carbureter having a levelgoverning chamber; a priming supply receptacle lower than the level governing chamber of the carbureter; a source of liquid fuel supply; a conduit leading from said source to the carbureter level-governing chamber and also independently of said chamber to the priming supply receptacle; a conduit from the priming supply receptacle to the engine which is wholly independent of the conduit by which said receptacle is supplied with liquid fuel; means for applying pressure in the priming supply receptacle to force liquid therefrom to the engine, and a manually-controlled valve in the conduit between the level-governing chamber and priming supply receptacle.

2. In the construction defined in claim 1, the carbureter level governing chamber having two communications with the liquid fuel supply conduit, one of them being independent of said manually-operated valve and anterior thereto.

3. In the construction defined in claim 1, the valve being a three-way valve and adapted at one position to close all communication past it, and at another position to open communication both from the car- .bureter level-governing chamber and from said source of fuel supply.

In testimony whereof, I have hereunto set my hand at Chicago, Illinois, this 19th day of February, 1918.

HENRY KOCOUREK.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G." 

